lv engine project progress report january 2020 · 2020. 9. 1. · lv engine project progress report...

LV Engine Project Progress Report – January 2020

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Project Progress Report

January 2020

LV Engine


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Version History

Author Revision Date Status Comments Michael Eves V0.3 09/10/2019 Draft Issued for review and comment.

V1.0 Review by Ali Kazerooni

V2.2 15/01/2020 Final Ready for Submission

Approval

Name Position Date Signature

James Yu Future Networks Manger 20/01/2020


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Table of Contents

Version History .................................................................................................................................... 2

Approval .............................................................................................................................................. 2

1 Executive Summary .............................................................................................................................. 5

1.1 Background ............................................................................................................................. 5

1.2 Project Highlights .................................................................................................................... 5

1.3 Project Issues .......................................................................................................................... 7

1.4 Key lessons learnt ................................................................................................................... 8

1.5 Summary of key activity in next reporting period .................................................................. 9

2 Project Manager’s Report .................................................................................................................. 10

2.1 Project Progress .................................................................................................................... 10

2.1.1 Work Package 2 - Partner Selection .............................................................................. 12

2.1.2 Work Package 4 – Network Integration Testing ........................................................... 15

2.1.3 Work Package 5 – Live Trial .......................................................................................... 17

2.1.4 Work Package 7 – Dissemination and knowledge sharing ........................................... 27

2.2 Lessons learnt ....................................................................................................................... 30

2.2.1 Work Package 2 ............................................................................................................. 30

2.2.2 Work Package 3 ............................................................................................................. 30

2.2.3 Work Package 4 ............................................................................................................. 30

2.2.4 Work Package 5 ............................................................................................................. 31

2.2.5 Work Package 6 ............................................................................................................. 32

2.2.6 Work Package 7 ............................................................................................................. 32

2.3 Project reports and materials ............................................................................................... 33

2.4 Project Issues ........................................................................................................................ 34

2.5 Outlook to the next reporting period ................................................................................... 36

3 Business Case Update ........................................................................................................................ 38

4 Progress against plan ......................................................................................................................... 39

4.1 Key achievements and project highlights ............................................................................. 39

4.1.1 Trial site developments ................................................................................................. 39

4.1.2 DC Customer Connections ............................................................................................ 39

4.1.3 SST Partner .................................................................................................................... 39


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4.2 Project Issues ........................................................................................................................ 39

4.3 Key activities planned for upcoming reporting period (2020/21) ........................................ 39

4.3.1 Trial Site Developments ................................................................................................ 39

4.3.2 Solid State Transformer – Detailed Design ................................................................... 40

4.3.3 Network Integration Testing ......................................................................................... 40

4.3.4 Dissemination................................................................................................................ 40

5 Progress against budget [CONFIDENTIAL] ......................................................................................... 41

6 Project Bank Account ......................................................................................................................... 42

7 Project Deliverables ........................................................................................................................... 43

8 Data access details ............................................................................................................................. 44

9 IPR ...................................................................................................................................................... 45

10 Risk Management [CONFIDENTIAL] ................................................................................................. 46

11 Accuracy Assurance Statement ........................................................................................................ 47

12 Material Change Information........................................................................................................... 48

13 Other ................................................................................................................................................ 49


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1 Executive Summary

1.1 Background

SP Energy Networks, in collaboration with UKPN, submitted the proposal for LV Engine under the

Network Innovation Competition (NIC) mechanism in 2017. WSP, University of Strathclyde, and

University of Kiel have also provided technical support for the proposal preparation. Ofgem

approved the proposal and issued the Project Direction on the 16th of January 2018.The project

commenced in January 2018 and is due to conclude in December 2022.

The LV Engine innovation project intends to trial Smart Transformers (ST) within secondary

substations as the central point of an active and intelligent 11kV and LV distribution network. The

Smart Transformers (ST) trialled during the project will bring together sophisticated power electronic

hardware with intelligent network monitoring and control to maximise the performance and

efficiency of the distribution network.

This is the second in the series of annual progress reports for the LV ENGINE project, covering the

project reporting period January 2019 to January 2020, the “reporting period”.

1.2 Project Highlights

The project highlights in this reporting period are as follows:

SST Project Partner – One of the major milestones achieved in this reporting period was appointing ERMCO- Grid Bridge (EGB), who will design and manufacture the Solid State Transformer (SST). This partnership was the result of a thorough and robust competitive procurement process, in which we assessed competence and ability to represent the highest value to the customer across the market. EGB have proven track record in power electronic based solutions for grid applications. EGB is also one of the transformer manufacturers in the US. Further information can be found at Grid-bridge.com and ermco.com.

Trial sites for LVAC schemes progressed – Since 2018, we have moved ahead with our priority locations within Wrexham and Dumfries. Both areas have been fitted with monitoring devices, with the data being used to create detailed system models to evaluate the impact of different network arrangements and LV Engine schemes; this will allow better understanding of network performance prior to installation of SSTs and de-risking network trial failure.

o Wrexham –Four substations and their associated LV networks have been considered for implementations of LV Engine Scheme 1, 2 and 3. The trial sites provide the opportunity to demonstrate capacity sharing between substations with complementary load profiles. The monitoring equipment have been installed on all the LV feeders within the trial area and the network model has been developed. In order to provide adequate loading for the LV Engine scheme demonstration, further load has been moved to trial area by conducting LV network rearrangement.


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o Dumfries – Three substations within Dumfries have been considered for LV Engine schemes. In a similar manner to Wrexham, monitoring has been installed, and data applied in load models to assess network capability.

Trial sites for LVDC schemes identified – We have been focusing on two sites which we are confident in realising our DC schemes.

o Scheme 4: Falkirk Stadium – Since 2018, we have worked with Falkirk Council to ensure the site has suitable dimensions and capability to account for an SST installation. We have in place a connection agreement in principle. The trial site is around Falkirk stadium where extensive development is currently taking place for providing an EV charging facilities. We have the initial connection plan, land layout. Further design and implementation planning will take place during next reporting period.

o Scheme 5: EV Taxi Rank within Glasgow City Centre – We have also an agreement in place with Glasgow City Council (GCC) to use LV Engine scheme with LVDC to supply an Electric Taxi Hub planned to be commissioned in a car park in Glasgow.

LV Automation – LV Automation will be part of LV Engine schemes, especially, Scheme 1, 2 and 3. In order to understand the latest status of market on controllable LV Circuit Breakers and Linkbox switches, a market research report was prepared. The report summaries the technical capability of the products which are commercially ready or have technology readiness level greater than 7. In addition, we prepared a document specifying the technical requirements of the LV automation devices and interfaces which will be used in LV Engine. This document will be used for the procurement of LV Automation products in 2020.

DC Metering - LV Engine team have investigated several options to facilitate the metering of a DC supply. There is currently no approved DC metering product or arrangement in the UK. Instead enquiries have been made into unmetered supplies, HV metering, manufacturer developments and metering dispensations to try and find a solution. Some of the explored options were found to be unsuitable or unfavourable. It is hoped a metering dispensation can be sought from ELEXON to facilitate the connection of DC meter pulsing to an approved AC meter to be utilised for billing.

Smart Meter Uptake – We have investigated the viability of supporting Smart Meter uptake in the Wrexham area, as the existing low uptake of SMETS2 meters limits the current learning capability of the project. The team explored a range of approaches to instigating increased Smart Meter uptake; but many were not pursued as customer contact is not a viable option for SPEN due to confusion may create on liability on Smart Meter performance from customers point of view. We have developed an action plan for deployment in 2020, focussing on utilising the network and contact methodologies available through local suppliers, and have provided a report on the lessons learned in conducting this exercise.

Dissemination (LCNI, Webinars, Tutorials, CSA and materials) – The learnings of the project and its objectives were widely disseminated through LCNI, international conferences, and a joint event with Compound Semi-conductor Application (CSA) Catapult and Power Electronics UK.


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Learning from collaboration with Active Response project – As set in the final proposal submission to Ofgem, Active Response (by UKPN) and LV Engine, have been collaborating to share knowledge, finding solutions for common challenges, and deliver joint disseminations.

LV DC Infrastructure – Initial steps have been taken to identify manufacturers with existing

LV DC expertise in Electric Vehicle (EV) charging or LED street lighting, as identified in the

final submitted proposal. Utilising LV DC infrastructure components as part of the DC trial

sites will allow for further evaluation of the SST capabilities. Following the market

engagement in 2018, we continued to engage with EV charger manufacturers who

potentially can provide products with DC input supply. There are number of suppliers who

have shown interest for collaboration in LV Engine as they already have development

programme to manufacture EV chargers with input DC supply. We are in continued

discussions with them to specify the requirements of the LVDC network which can be

suitable for their products and have a better chance of roll out.

1.3 Project Issues

The project continues to progress well and is expected to be completed as specified in Project

Direction (December 2022).

The key current project issue of note is a non-material change delay (approx. 20 weeks) associated

with the SST manufacturing partner procurement exercise. The team has worked with the SST

supplier to set an aggressive project programme to avoid any material change in the project. In

addition, non-dependant work in the trial site development has been accelerated to improve the

progress. The success of this strategy will be reported in the next reporting period. The primary

causes for the delay are:

Market Engagement – We engaged with a total of nine manufacturers prior to the release of

the ITT. While the engagement delivered high value (seen in the technical specification and

tender outcome), the engagement took a significant amount of time and effort to hold

multiple bi-lateral conversations.

Manufacturer Responses – Due to the tender being for a product yet to be designed, there

were a number of queries which arose during the tendering process, which were answered

through the procurement governance process. Furthermore, we allowed an extension of

two weeks beyond the original deadline for initial proposal submission to accommodate a

request made from tenderers.

Technical Evaluation – During the technical evaluation of submissions, there was a number

of queries raised by the LV Engine team which required a series of conversations with each

tenderer, in line with Iberdrola procurement policy. In addition, following interview sessions

there was a second series of conversations to close out technical queries before providing

final indications of technically compliant bids.

Terms & Conditions negotiation – As the terms were dealt with on a competitive basis with

all technically compliant tenderers, there was a significant amount of effort expended to

deal with all term changes and clarifications.


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The delay allowed SPEN to ensure the tender process was completed as per competitive tendering

company policy and extract the best value for the customers from the tender. In particular

negotiations over terms and conditions with short listed project partners were time-consuming.

To reduce the impact on the long-term project objectives and avoidance of any Material Change, we

will be incorporating the following measures in the next reporting period:

Accelerate the work unaffected by the delay, primarily the trial sites preparation. We have

set ourselves an accelerated target to conduct all site preparation works and commissioning

of LV Automation system concluded by the end of 2020 ensuring no delay will be seen in this

process.

Pursuing an aggressive delivery schedule (agreed with our SST partner) to optimise our time

during the detailed design and manufacturing phase of the SST.

Preparation of the test plans for network integration testing (work package 4) and placing

the contract with the capable facility in 2020. That will allow all the logistics and preparation

take place in 2020.

At this moment, there is no concern that the above reported issue will impact the ability for the LV

Engine project to be successfully delivered by December 2022 or that a Material Change has been

realised as a result. The only additional impact we foresee at this stage is an impact on the delivery

of Deliverable 3 in September 2020 which will be reported on in further detail in the next reporting

period.

1.4 Key lessons learnt

The existing technology readiness level (TRL) of SST Topology 1 is around 6 and Topology 2 is

around 5. It is feasible that LV Engine increases TRL for Topology 1 to 9 and Topology 2 to 8.

Significant academic work and prototype developments have been undertaken.

SST development is in strategy of several power electronic technology suppliers; this is not

only driven by same solution as LV Engine, but also for provision of DC supply to production

lines (in manufacturing) or renewable connections to the grid. It is expected competitive

market grow within LV Engine project lifetime.

The increasing experience in use of SiC (Silicon Carbide) products provides good confidence

that it could be a right time to develop a fit for purpose SST for grid application (better size,

better efficiency compared to Si power electronic products).

The ongoing engagement with EV charger manufacturers suggested that 800-900VDC

unipolar can be ideal LVDC supply voltage. The 900V LVDC can potentially offer 30% thermal

uplift compare to a 3 phase 400V AC network. We have considered the 900VDC as our LVDC

output in the SST design.

Capacity sharing capability between neighbouring substations is limited to the thermal

rating of the LV interconnection. This should be investigated prior to site selection, cable

tapering and use of random small size cable sections may have significant impact on overall

LV interconnection thermal rating.


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For the purpose of LV voltage control, we are focusing on use of voltage alarms generated by

Smart Meters. This can significantly reduce the data traffic compared to the approach which

considers full voltage profile generated by a Smart Meter. In addition, this approach offer a

better latency as voltage alarms are transmitted immediately as they occur, whereas the

voltage values are averaged and transmitted after a waiting period.

1.5 Summary of key activity in next reporting period

To conduct and conclude the procurement process for selection of Intelligent Control System partner

To finalise the detailed design of Solid-State Transformer in collaboration with SST manufacturing partner

To develop the first prototype of SST for both topologies which will be mainly used by EGB to test the performance and inform the final product development

Conduct market research to identify suitable network integration facility to deliver Work Package 4

Install and commission and operate the LV Automation in Wrexham trial site;

Liaise with councils to implement the LV Engine scheme 4 and 5 for EV charging in the car parks located near the trial sites;

Confirm availability of LV DC infrastructure technologies and further investigate use within the DC scheme sites.

Deliver strong disseminations in various forms (UKDNO workshops, technical papers, LCNI, webinars etc)


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2 Project Manager’s Report This section provides an overview on the project progress made in this reporting period (16th January

2019 – 16th January 2020)

2.1 Project Progress

The project successfully progressed in different Work Packages during this reporting period.

The key highlight of the period was the appointment of the SST Manufacturing Partner as part of

Work Package 2 activities. The SST Manufacturing Partner, ERMCO-Grid Bridge (EGB), will design and

manufacture Solid State Transformers (SST) as planned in Work Package 3. This appointment was

through conducting a competitive tendering process evaluating the technical solutions and

commercial offers submitted by multiple tenderers.

In summary following progress made in each work package:

Work package 2:

Appointment of EGB, our SST Manufacturing partner, through competitive tendering

process with participation of international and national tenderers.

Procurement preparation for the Intelligent Control System partner appointment

Market research and procurement preparation for purchasing the LV automation

and protection equipment

Commence the procurement process for the SCS partner

Update the smart control system technical specifications to account for the

requirements gathered for system integration

Work package 3:

Following the appointment of EGB in November, the SST design stage has started

and the initial discussions between project partners are taking place. We are in a

better position to report on design and manufacturing in next reporting period.

The scope for Life Cycle Assessment (LCA) of the SST has been developed through

internal and external engagement. We will appoint capable consultant to deliver the

LCA studies in the next reporting period.

Work package 4:

Power Network Demonstration Centre (PNDC) was commissioned to develop the

technical specifications of the tests required for the ST to ensure the safe operation

and functionalities of ST prior to any live trial.


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Work Package 5:

Following the trial site selection activity conducted in previous reporting period, we

have now focused on trial sites in Wrexham and Dumfries for Schemes 1, 2 and 3.

Trial sites were fitted with monitoring equipment to understand the load profiles

and voltage variations which will enhance our understanding about trial sites and

inform our control and planning strategies.

Trial sites information reports have been prepared to provide all the drawings of the

sites, switching points, loading conditions, the issues identified, the plant and

equipment required, the connectivity of LV network etc.

Unbalanced network model detailing the HV and LV connections of trial sites in

Wrexham and Dumfries were developed and initial load flows studies demonstrated

the network performance during Scheme 1,2 and 3.

We have started collecting the data from Smart Meters (SMs) connected to our trial

sites to have a better understanding on availability and quality of SM data, the

uptake level and mechanism to use them for control purposes.

We have agreement in principle with two councils, Glasgow City Council (GCC) and

Falkirk Council, to collaborate for trial of our LVDC schemes (Scheme 4 and

Scheme 5).

Market engagement with potential suppliers of DC input EV chargers or street

lighting has been taking place. We will be in a position to report the supplier

(collaborator) for DC input EV charger and street lighting in the next report period.

Explored the options for DC metering in the absence of approved DC meter

Work Package 7:

The project has gone beyond its obligation for dissemination and knowledge sharing

by sharing the project learning through a series of external presentations and

published articles, material development and conference attendance. That includes

project website, international conferences (CIRED and PowerTech), LCNI 2019, joint

dissemination with CSA catapult and power electronics UK and submission of

webinar proposal to IEEE for annual presentation of LV Engine achievements during

project time.

The following sub-sections provide more details on the work carried out in each key activity with the

learning and issues summarised in following sections.


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DC

AC

AC

DC

LV DC

LV ACHV

LF Tx

2.1.1 Work Package 2 - Partner Selection

2.1.1.1 SST Manufacturing Partner Selection

Invitation to Tender & Submissions

The project team worked to develop a standardised submission template for tenderers (available

upon request) using the technical specification (Deliverable 1) as the main technical criteria for

evaluation, using the essential criteria set out by the business as the measure of a technically

compliant offer and potential for business as usual adoption.

The procurement includes selecting a SST manufacturing partner who will design, manufacture,

support commissioning and live trial of two SST topologies (Topology 1 and Topology 2) shown in

Figure 1:

(a) (b)

Figure 1: SST Topologies will be trialled in LV Engine

(a) Topology 1, a bolt-on solution added to the existing transformers (b) Topology 2, a complete SST using high frequency transformer

In addition, tenderers had to provide a bid covering three specific responses:

Technical Response 01 - Proposed SST Solution and BaU adoption: This response provides

technical description of the proposed SST in terms of dimensions, topology, cooling system

etc. Also, tenderers were requested to provide their view on how SST can be adopted into

business as usual by SPEN after LV Engine project completion.

Technical Response 02 - Implementation Plan & technical capability: This response

provides the project programme and tasks breakdown of the activities required to fulfil the

scope of services and deliverables. Also the proposed team and man-hour estimate for

individuals.

Technical Response 03 – Project Management: This response provides the project

management strategy/capability, communication strategy and risks identified for delivery of

this project.


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Technical Evaluation

The technical evaluation was carried out by a team consist of direct project team and end users

within the SPEN with standards and operation background. Given the broad spectrum of

requirements, the team ensured that input was taken from the Standards, Communications, as well

as colleagues who are operational working within the district. Technical responses were evaluated

based on the criteria shown in Table 1. The technical evaluation process has also been outlined

below in Figure 2.

Table 1 – Technical Evaluation Criteria

Score Evidence

Fail entire tender

Answer is incomplete and does not provide enough evidence to conclude how the requirements will be fulfilled

The requirements have been only partly understood There is a high risk that the proposed approach fails or being successful Limited capabilities are demonstrated and requirements can be fulfilled only partly Technical mistakes or significant editorial errors have been identified

Fail entire tender

Some aspects of requirements are answered and evidences have been provided Technical capabilities are demonstrated to some extend however there are still some

lack of capabilities There are limited risks that proposed approach fails or being unsuccessful The proposed methodology needs further details to match the requirements

Conditional Pass

Answer provides enough evidence that majority of requirements can be fulfilled Evidence of technical capabilities are demonstrated in most aspects in line with the

requirements however minor technical gaps were identified The proposed approach is likely to be successful and only limited low probability

risks of failure were identified A good understanding of the requirements is demonstrated however some minor

clarification may be required Minor improvement in the proposed approach have been identified

Unconditional Pass

The requirements can be fully fulfilled Strong and robust approach has been proposed Answer is clear, coherent and well written Proposed approach and evidence provides strong confidence in successful delivery of

the requirements Strong technical capabilities have been demonstrated


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Figure 2: Technical Evaluation Process

Contractual & Commercial Evaluation

The project team worked with the legal and procurement teams to settle terms and conditions with

each supplier. This decision was taking by applying learning from previous projects where terms had

been negotiated aggressively following contract award and the process was lengthy to ensure

agreeable terms were met for both parties. This was done within the procurement process and

before commercial evaluation with the view that favourable terms would be counted as value within

the best and final offer.

Following the settlement of terms across all suppliers, the tender was then submitted to our

procurement team for a final commercial settlement in a Best and Final offer submission. Once this

was concluded, the best value technically compliant tender was chosen for the contract award.

2.1.1.2 SCS Partner Procurement

Within the previous reporting period the team took the decision to postpone the SCS selection process as some dependencies based upon the SST tender were identified. Upon selection of the SST partner, the SCS process has been unfrozen.

Evaluating the tender process by comparing the success of the outcome versus the delay

causations can be used as a commercial learning exercise to assist in streamlining further

examples in LV Engine.

The next actions to finalise the partner selection and procurement include:

ShortlistedManufacturers

Proposals received from

multiple manufacturers

Initial Technical Review

Issued first set of technical questions

Received responses

Telephonic interview

Stage ITechnical Evaluation

Technical Review

Issued Second set of technical questions

Received responses

Face-to-face and video conference

interviews

Stage IITechnical Evaluation

Requested to update the

proposals based on issues identified

Requested to update the

proposals based on issues identified

Manufactures shortlisted to enter commercial evaluation

Legal evaluation of tenderers’ response on T&Cs


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Completing the PQQ assessment and inviting successful suppliers to submit a tender via an

Invitation to Tender (ITT)

Concluding the technical evaluation of submissions and place a contract award.

This work is expected to be concluded by June 2019.

2.1.1.3 LV Automation & Protection Procurement

In addition to the procurement of the SST and SCS project partner, the project will also procure LV

automation and protection equipment. This exercise shall be able to provide remote and automatic

control and monitoring of the LV network, supporting the enhanced functionality that the Smart

Transformer proposes.

LV Engine proposes to use intelligent LV switching devices that can be remotely controlled, sense

feeder flows and offer dynamic reconfiguration of the LV network. This shall allow for a centralised

LV network management and automation platform.

To deliver this, the existing LV fuses at the distribution substations shall be replaced with LV Circuit

Breakers – Controllable (c-LVCB) and the LV link box switches shall be replaced with LV Switches –

Controllable (c-LVS) that will be used to interconnect the distribution network.

The c-LVCB’s and c-LVS’s will communicate locally with a compatible communication protocol which

will in turn transmit status to the Energy Management System (EMS) to improve the utilisation of

the LV network.

The progress in 2019 in this area has been the fully developed technical specification for LV

Automation equipment and which has been consulted by the wider business. In 2020, the project

team will commence the tendering process for LV Automation products (LVCB and LVS), award the

contract, and install the equipment on site within WP5.

As the LV Automation may not specific to LV Engine project and may be used for other purposes, in

order to facilitate full integration of technology into BaU, the team has developed the Technical

Specifications for general LV automation application but with LV Engine project specific

requirements added as separate parts in the document.

2.1.2 Work Package 4 – Network Integration Testing

Work Package 4 is to test the functionalities and reliability of the manufactured SST in a network

integration facility and obtain network integration certificate. In this activity, network integration

tests for the ST have been specified by the University of Strathclyde to bridge the gap between

factory acceptance tests and network trials, while increasing the ST system readiness level. The tests

specified cover functional and performance tests that encompass the ST, SCS and LV protection and

automation schemes.

One of the key challenges associated with this is the alignment of the specified core ST functions

with an industry that is still being matured and standards that are under development.


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To address this challenge, the specified network integration testing adopts holistic testing methods

that build on years of experience of the smart grid testing and validation academic and industry

communities. Such methods rely on power hardware in the loop (P-HIL) test platforms and

systematic design of experiments (DoE).

Figure 2: System integration test flow for the LV Engine ST focusing on de-risking the system functionality in a controlled test environment prior to field trials

Network integration testing specifications documents were developed to outline the following:

The technical capability of the network integration testing facility which may conduct the

required tests for LV Engine solution as planned in Work Package 4

The test scenarios which should be considered for demonstration of Solid State Transformer

core functionalities and performance of Smart Control System.

The standards and engineering recommendations shall be considered during the tests

The expected results with a cross reference to technical specification of smart transformer

developed in Work Package 1.

Configure test network topology

Initialise test network

conditions

Execute test scenario

Record ST response

Analyse ST Response

Evaluate ST Performance

ST Technical Specification

Controllable parameters

Target metricsTest criteriaTest parametrisation

Test execution

Test observations & evaluation


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2.1.3 Work Package 5 – Live Trial

This chapter covers the work carried out for the key sites identified. These are in Wrexham and

Dumfries for the Schemes1, 2 and 3 which are demonstrating AC functionalities and Falkirk which is

for the DC schemes demonstration.

Wrexham and Dumfries trial sites:

Trial site assessment for LV Engine Schemes 1-3 was conducted through desktop analysis and from

the input from local district engineers in SPM region. Four substations in Wrexham and four

substations in Dumfries were selected as trial sites through the analysis of the gathered data and

more detailed assessment through the site attendance:

Complementary Load Profile

Available NOP

LV only substation

Network Connection

Available space alongside existing conventional transformers

Substation location and access

Imbalanced load across the phases


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Falkirk trial site:

Falkirk Council is developing a low carbon transport hub at the site of Falkirk Community Stadium.

The development at Falkirk Stadium will capitalise on local renewable generation and integrate it

with local demand, including building and transport loads facilitating the use of electric vehicles with

charging infrastructure. Falkirk Council’s engagement with LV Engine stems from an interest to

provide a more efficient supply for the DC profile and trial of new technology which potentially can

facilitate integration of further low carbon technologies.

LV Engine proposes to offer the installation of a 500kVA Smart Transformer adjacent to the site of

the Energy Storage unit. The ST would offer the use of either an exclusive LV DC supply or a hybrid

LV AC & DC supply, satisfying the requirements of trial Schemes 4 or 5. Through agreement with

Falkirk Council a piece of land with adequate footprint has been considered for installation of Smart

Transformer in the developments around Falkirk stadium.

2.1.3.1 Network Monitoring

Monitoring Equipment

The identified trial sites have had monitoring installed across multiple feeders and circuits to

understand the voltage and load profile across the sub-station. 8 substations are now being

monitored with data remotely collected for at least a full year analysis before commissioning LV

Engine schemes.

Figure 3: Monitoring installation works in Dumfries and Wrexham

The trial sites consist of areas with commercial and residential customers providing the opportunity

to demonstrate the capacity sharing functionality of ST between two neighbouring substations with

complementary load profiles. Figure 4Error! Reference source not found. shows the load profile

captured at two substations in Wrexham.


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Figure 4: The loading of two neighbouring substations selected in Wrexham trial site [CONFIDENTIAL]

Figure 5: The voltage monitored at a LV only substation in Wrexham trial site [CONFIDENTIAL]

Monitored data is collected on a regular basis from the trial sites and imported to data analysis tools we have been developing for LV Engine. We will report on the data analysis and tools developed in the next reporting period.

2.1.3.2 Network Modelling

One of the key activities was the modelling the trial sites in Dumfries and Wrexham. In order to

develop an offline load flow HV/LV distribution network model of an LV Engine trial site(s) that

represents schemes 1, 2, and 3. The model demonstrated the functionalities of the LV Engine

schemes in different load/generation scenarios. The model was developed using DIgSILENT and was

benchmarked against real load flow data of the selected sites provided by SPEN with agreement on

the appropriate simulation tools, network(s) layout, data required (e.g. network capacity, GSP fault

levels, SST suitable model(s), cable parameters, load/generation profiles, and etc.), and operational

scenarios.

Wrexham Network Modelling

The Wrexham network was selected as a trial site on the basis that there would be complementary

load profiles on adjacent transformers, which would allow for greater load sharing cooperation

potential with the introduction of a Smart Transformer (ST). This potential has been confirmed

verified with detailed load data that has been, and continues to be, collected from the network. A

0

50

100

150

200

250

300

350

400

450

0 2 4 6 8 10 12 14 16 18 20 22 24

kVA

Time

The loading of the two neighbouring substations in Wrexham


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representative network model has been developed in DIgSILENT and tuned and validated by

utilisation of selected monitoring. Validation to within 2% error between the model and reality at

strategic points on the network has been achieved.

All three LV Engine AC schemes have been implemented within the DIgSILENT model and several

studies conducted to understand the impact that the introduction of STs will have on improving the

network performance.

Dumfries Network Modelling

A second trial network has also been modelled in DIgSILENT for a section of network in Dumfries. Lessons learned during the development of the Wrexham model were applied to the Dumfries modelling exercise, with further enhancements being made to the GIS data extract tool to facilitate the improved realisation of network models within DIgSILENT. This methodology and developed tool will be of wider benefit to innovation projects. A similar validation approach was pursued for Dumfries and the three LV Engine AC schemes have been established within the network model, although the observability on the network was more challenging for this network. The models of the two test networks studied: (a) Dumfries network and (b Wrexham network: during the course of the project the process of developing validated network models from SPEN’s GIS data has improved.

Figure 6: The models of the two test networks studied: (a) Dumfries network and (b) Wrexham network.


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Figure 7: Network validation methodology


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As a result of the work in the reporting period, this project has realised a functional model of STs (with two configurations, conventional line transformer; and dual active bridge configuration) together with their control schemes suited to LV network load flow studies and related fault studies for assessing protection implications.

2.1.3.3 Site Preparation

Across both sites (Wrexham and Dumfries), the team have developed the site information packs and

plan for the trial sites detailing out all the equipment, site works at each substation and

reconfiguration / upgrade on the LV Network required to implement the schemes. These site packs

also provide a detailed description of the electrical network configuration before and after the

implementation of the LV Engine schemes.

Working with the site delivery teams, the possible AC scheme arrangements have been identified

across key feeders through a series of detailed discussions and workshops took place with the site

delivery teams. This site specific information will be used for the site preparation and also site

introduction to SST manufacture to design the transformers.

The following is a summary of the work carried out in 2019:

The existing running arrangement of LV network and agreed on potential changes in the

network to adequately transfer load to trial sites was developed;

The details of the network arrangement for running LV Engine schemes were developed;

The team then used the necessary data (SLD, cable & transformer data) to model the

HV/LV network in DIgSILENT for both Wrexham and Dumfries regions to identify how

the SST would operate in this arrangement;

Initial CAD drawings of the substation with the existing plant layouts were prepared and

shared with the site delivery team for approval

Opened dialogue with LVDC EV charging and LED street lighting manufacturers to

ascertain availability of the technology and potential installation on schemes 4 & 5

Monitoring equipment were installed at the substations to monitor the load profile for

trial sites, which have been fed into the DIgSILENT models

The plan for site preparation, the switchgear required and the installation arrangement

were planned and documented

Working with manufacturers to establish the LVDC network installation requirements.

Outstanding issues such as voltage step down and control methods for LED street

lighting are to be resolved as ongoing development work.

In addition to the work across these two sites, the Baltic Triangle in Liverpool is considered as

another option to implement the LV Engine Schemes. Monitoring equipment have been installed by

SPEN (as part of Business as Usual activity) for enhancing the visibility across the LV network. LV

Engine team plan to use the monitored data in the next reporting period to establish any sites can be

suitable for LV Engine implementation.


23

2.1.3.4 Smart Meter Uptake

During 2018, the trial sites were investigated based on specific criteria of the substation (such as

footprint and capacity). Uptake of second generation Smart Meters (SMETS2) were not considered

as an essential criterion; as it was expected that there will be significant uptake of SMETS2 by 2021

across UK. Also there was an alternative plan to use voltage monitoring equipment in strategic

locations if SMETS2 uptake is low. However, the project team recognised that part of the roadmap

to a Net Zero electricity network is SMETS2 models and therefore wanted to fully explore the

viability of SMETS2 models as part of the project delivery, and therefore to explore how the team

could locally support the uptake of smart meters specifically in the AC Scheme trial site areas.

An initial review in Wrexham trial area showed a significant number of meters installed in the trial

site areas are SMETS1 models. The LV Engine team identified and explored different methods to

actively encourage increased uptake of smart meters, working in co-ordination with the business

including the stakeholder management, communication, telecommunications and wider customer

service group.

After initial contact with local suppliers regarding increasing uptake, it was communicated to the

project team that work to incentivise in the Wrexham trial site was underway. This was not a

targeted approach but formed part of a wider campaign within the UK by energy suppliers.

Subsequently, it was decided to cease the SM uptake pursuit to evaluate the supplier campaign

results when available in January 2020.


24

2.1.3.5 DC Metering

To demonstrate the DC output functionality of the Smart Transformer an LV DC customer will be

connected to the Smart Transformer. In a standard AC supply the energy metering equipment is

usually installed at the customer boundary with the DNO equipment. For DC applications, however,

in the absence of approved (by Elexon), this is not currently a standard practise provided by energy

retailers for billing purposes.

Efforts have been made to identify alternative metering arrangements in this reporting period. The

initial investigation was made as to whether we could provide an unmetered supply. This was quickly

ruled out as the expected DC load did not meet the requirements specified by Balancing and

Settlement Code (BSCP520) for that of an unmetered supply as follows:

Predictable –The load consumption from selected schemes would not be predictable, and

would vary upon consumer behaviour. EV chargers are not considered as predictable loads.

Less than 500W – The LV Engine scheme includes DC supply to EV chargers with loading of

significantly larger than this criterion.

Therefore, the project team has explored multiple options in order to fulfil the requirements and

expectations of the project outcomes:

HV metering

SP Retail was engaged with to determine what solution they would be able to propose. They

reiterated that there was no meter approved for UK use. One of the feasible option was to meter on

the HV side of the transformer with an approved AC meter. Although this solution is technically

viable, the drawback for BaU rollout is that it would see the customer likely paying for the losses or it

may introduce complication for any commercial settlement in the connection agreement with a

DNO. Nonetheless, we have decided to keep this option feasible for further negotiation with our

LVDC customer for the purpose of LVDC trial.

Reconfiguring existing non-UK products

Despite the lack of available standards, engagements with potential DC meter suppliers were carried

out. There are number of DC meter manufacturers identified suppliers of DC meter. However due to

the lack of an available standard and the timescales required to get a meter through compliance

testing, the use of this product within the UK is not feasible within the project lifetime. The progress

of the DC meter rollout will be monitored closely during the project lifeline as the closest available

product to market.

Early review of IEC Standard for DC Metering

We have identified the development of an IEC standard for DC meters; IEC 62053-41 ED1. This

standard is due to be published in January 2021, with access to the draft document only currently

available to working group members. We anticipate that the release of this standard will allow

better development of DC meter technology and a reference to provision of approved DC meters.


25

Given the timescales of both the release of the standard and the time needed for technology

development and testing, the opportunity to find an approved DC metering product seems to fall

beyond LV Engine delivery programme. However, the progress of this standard will be monitored as

the project progresses to check for any updates, with learning being reported.

Intended Solution

Given the outlook on a DC metering solution, a potential compromise solution has been identified

with previous success in the UK in a windfarm application. Investigation of meter dispensations from

Elexon has revealed an applicable case in which a DC meter was used in conjunction with an

approved AC meter. Unlike the LV Engine requirements, the arrangement is being utilised in offshore

windfarm infrastructure, rather than a billing tool for customers. Nevertheless, it is still a working

solution and as such can be utilised as part of the LV DC trial sites to meet the DC meter

requirements.

A dispensation will have to be submitted to ELEXON and approved by them for this solution to be

suitable. Ongoing work is being carried out to engage with Elexon and energy retailers to establish

the solution.1

1 More information on the testing requirement can be found at:

https://www.elexon.co.uk/documents/bsc-codes/bscps/bscp601

The full dispensation case is available here: https://www.elexon.co.uk/documents/training-

guidance/bsc-guidance-notes/statement-of-generic-metering-dispensations/

https://www.elexon.co.uk/documents/bsc-codes/bscps/bscp601

https://www.elexon.co.uk/documents/training-guidance/bsc-guidance-notes/statement-of-generic-metering-dispensations/

https://www.elexon.co.uk/documents/training-guidance/bsc-guidance-notes/statement-of-generic-metering-dispensations/


26

2.1.3.6 Communication Network Bandwidth and Architecture Requirements for the LV Engine

SCS

The LV Engine scheme relies on an integrated Smart Control System (SCS) that utilises distributed

smart metering measurements and optimisation functions to perform its power sharing and voltage

regulation functions. The SCS is underpinned by a fit for purpose communication architecture that

ensures the reliable and secure of information between the SCS components. Within the reporting

period, a set of communication network requirements was developed to ensure reliability; this will

feed into a requirements specification for the SCS supplier.

In order to develop the communication requirements a report covering the following topics were

prepared:

1- Detailed bandwidth calculation by considering digital and analogue data point to point

communication requirements, frequency and latency of data, the security requirements for

compliance with IEC 104, firmware update etc.

2- The learning captured from other NIC and NIA projects

3- The comparison between existing communication solutions with their pros and cons for

application in LV Engine

4- The recommendation on communication system architecture and consideration for

communication implementation

Figure 8: High level communication architecture focusing on secure communication between field components of the system

Operational management zone

Enterprise Zone

SDIF

Mobile Network Operator (MNO)

CommsGateway

RTU1

LSC 1NOP

1

Radio Link (mesh network)Link Box

Secondary Substation

Field OnlineRSC

CommsGateway

SST

SCADA

CommsGateway

RTU2

LSC 2Secondary Substation

SST

Radio Link (mesh network)

Local Smart Controller (LSC)Regional Smart Controller (RSC)

Control and Process zone


27

2.1.4 Work Package 7 – Dissemination and knowledge sharing

Project team has conducted internal and external dissemination activities, a summary of these

activities are as follows:

Developing dissemination material such as an external project video, updated fact card and

project poster. These materials have been used in multiple events to help tell the story of LV

Engine to a wide range of stakeholders.

Knowledge sharing at the LCNI where project was shared with a wider range of interested

parties, with the aim of sharing lessons learned in 2019 and identifying new stakeholders.

Linking into the power electronic forums: The project team presented LV Engine on the 28th

of November as part of an event organised in collaboration with the Compound Semi-

Conductor Catapult. LV Engine and Active Response were both presented as utility specific

applications of Power Electronics, with the intention of stimulating the Power Electronics

manufacturers and suppliers to note the work and developments in UK Electrical networks.

Figure 9: LCNI Stall Presentation with 30+ attendees


28

Actively collaborating with the Active Response team in UKPN, where we have held regular

call sessions to bi-laterally share learning across both projects and identify opportunities to

disseminate together and share learning on relevant topics such as Power Electronics.

IEEE Webinar – In order to provide wider knowledge sharing opportunities, LV Engine team

summited a proposal to IEEE for a series of LV Engine webinar during project lifetime. The

first session of the series webinars is now planned for late Feb.

PowerTech tutorial – LV Engine team together with Kiel University (our Project collaborator)

delivered a day tutorial on Smart Transformer and their applications.

SPEN Utility of the Future conference - LV Engine was presented at this conference in

September 2019 to over 200 senior managers and leaders in Scottish Power, as well as to

representatives of Glasgow City Council. It was noted as one of the highlights of the event,

ranking top in the Sli.do feedback comments.

Figure 10: LV Engine presented at CSA Catapult in Newport, Wales

Figure 11: LV Engine & Active Response co-presented at the CSA and LCNI


29

A DSO-focused workshop was held in February 2019 to share the learning found so far and

hold focused conversations on how related projects from other DNOs, and the challenges in

maximising roll out opportunities.

CIRED - 2 technical papers on LV Engine were presented as posters at the 2019 CIRED

Conference in Madrid in June 2019.

Internal staff awareness – The project team have had several bi-lateral conversations with

internal staff members in order to raise awareness and prepare them for the Smart

Transformer. This is viewed as a critical aspect of ensuring business as usual adoption.


30

2.2 Lessons learnt

In addition to the detailed analysis and technical knowledge presented in the reports produced

during this reporting period (see section 2.3), the following summarises some of the learning made

during the reporting period from each of the active work packages.

2.2.1 Work Package 2

The existing technology readiness level (TRL) of SST Topology 1 is around 6 and Topology 2 is

around 5. It is feasible that LV Engine increases TRL for Topology 1 to 9 and Topology 2 to 8.

Significant academic work and prototype developments have been undertaking.

SST development is in strategy of several power electronic technology suppliers; this is not

only driven by same solution as LV Engine, but also for provision of DC supply to production

lines (in manufacturing) or renewable connections to the grid. It is expected competitive

market grow within LV Engine project lifetime.

The increasing experience in use of SiC (Silicon Carbide) products provides good confidence

that it could be a right time to develop a fit for purpose SST for grid application (better size,

better efficiency compared to Si power electronic products).

Terms and conditions, especially the IPR arrangement and compliance with NIC governance

should be settled with the tenderers prior to receiving their best and final commercial offer.


This work package has recently started in Nov and we intend to report the learnings in next

reporting period. Nonetheless, the following lessons can be shared at this stage:

The ongoing engagement with EV charger manufacturers suggested that 800-900VDC

unipolar can be ideal LVDC supply voltage. The 900LVDC can potentially offer 30% thermal

uplift compare to a 3 phase 400V AC network. We have considered the 900VDC as our LVDC

output in the SST design.

The vulnerability of power electronic devices to temporary overvoltage and overloading is

one the issues that will impact the ultimate product. Techno-economical design is required

to make a trade-off between technical capability and fit-for-purpose functions/specifications

of the product to ensure the final product has higher chance to roll out. These trade-off

design shall be prepared by a manufacturer at initial phase of project to inform

DNO/customer.


While developing the network integration test specification, it became clear that the LVDC

community needs a concerted effort to mature the standards related to the integration of

STs to public grids, their instrumentation and advanced functionality (e.g. load balancing).

GB DNOs need to play an active role facilitated by the ENA to ensure that ST related

international standards and technical guidelines are applicable to GB distribution networks.

This active engagement with the international standardisation working groups is required

not only to ensure requirements are captured but also to shape the future innovations in

this application area.


31


Capacity sharing capability between neighbouring substations is limited to the thermal

rating of the LV interconnection. This should be investigated prior to site selection, cable

tapering and use of random small size cable sections may have significant impact on overall

LV interconnection thermal rating.

X/R ratio in LV network is less than one (network is rather resistive) and that means the

active power flow within a LV interconnection directly depend on voltage difference at two

ending of interconnection. However, the unwanted reactive power circulation can be

reduced by adjusting the phase angle difference at two endings.

In order to compensate the voltage drop in LV networks, traditionally the voltage at LV

busbar at a secondary substation is set at a high level by tapping (usually permanently or

seasonally) or deploying distribution transformers with higher nominal secondary voltage

e.g. 11kV/0.433kV. This may limit the power transfer capability between neighbouring

substation as there would be little room for voltage variation which would directly impact

the power flow control.

The voltage regulation impact on HV may not be very noticeable with only one 500kVA ST

,however with multiple connections the impact can be noticeable.

The control system for HV voltage regulation shall consider the impact of the conservation

voltage reduction practices at primary substation to ensure CVR action at primary remains

effective

There are a number of challenges that need to be addressed to enable the required

communications. One of the main challenges that needs to be addressed is the reliable, non-

intrusive and cost effective communication between the ST and subterranean LV link boxes.

LV Engine team will be focusing on this issue in next reporting period.

It is recommended for the sake of saving bandwidth to use batching polling messages (for

IEC 104) and class reporting (for DNP3). However, some legacy RTUs, which use IEC 101, may

not support batch reporting. It is also recommended to optimise the frequency of the

analogue polling and to consider whether all the analogues should be sent to field online.

There are two promising communication technologies that warrant further investigation so

that their suitability for the SCS application can be appraised. These are Narrow Band IoT

(NB-IoT) and Broadband over Powerline (BPL) communication technologies.

Smart meter uptake is slower than expected (especially in the areas selected for LV Engine

trials), however energy suppliers have started stronger campaign including offering financial

incentives to residential customers to expedite the smart meter installation. It seems the

smart meter uptake among small business and commercial customers is still very little. One

the issue is the temporary supply cut required for installation smart meter that may

interrupt the business so that a customer may incur financial losses.

For the purpose of LV voltage control, we are focusing on use of voltage alarms generated by

Smart Meters. This can significantly reduce the data traffic compared to the approach which

considers full voltage profile generated by a Smart Meter. In addition, this approach offers a


32

better latency as voltage alarms are transmitted immediately as they occur, whereas the

voltage values are averaged and transmitted after a waiting period.

The loading of LV distribution network can be significantly imbalance and that may cause

transformers reaching their thermal limit before reaching full power (kVA) rating.

Integration with legacy communication systems, particularly at the secondary substation and

the enterprise network, requires careful consideration of the communication interfaces as

well as the format of the data being transmitted – for example, bandwidth savings can be

achieved by batch transmission of measurement data points.

Potential issues may arise in terms interoperability with legacy communication equipment

and protocols that do not support batched data transmission.

Establishing secure communications between different components of the SCS can result in

significant bandwidth overhead. As such careful consideration should be taken to determine

the appropriate level of security required for each link without overburdening the limited

available bandwidth.


The integration of LV Automation and reclosing practices in LV networks requires

development of new policies, operational guidance and technical specifications in

compliance with existing safety design and operation standards. We have considered

developing these documents within our 2020/2021 plan.


Team endeavoured to set up a series webinar with IET to disseminate the knowledge and

projects lessons learnt to wider audiences, however, we learnt that IET does not host any

webinar except those developed internally by IET. For that reason, we’ve pursued this

opportunity through IEEE services.


33

2.3 Project reports and materials

During the reporting period the following reports have been generated to document the learning

made within the project to date:

Trial site Network Modelling and initial desktop study demonstration - this was the

provision of an unbalanced LV network model together with appropriate reduced HV (11kV)

network model for the two proposed trial sites and a technical report on the HV and LV

network model development with associated load flow studies for these sites.

Technical specifications of network integration testing for Smart Transformer – Essential

tests for Network Integration Testing of ST. This included the list of tests, methodology of

tests, the equipment required for the test.

Communication solutions for LV Engine – Calculation of communication bandwidth by

considering all the analogue and digital data point to point communications under standard

security of 104 or DNP3, comparison between available communication solutions and

suitability for LV Engine and capturing lessons learnt from other UK innovation projects.

LV Automation market research – summarising the technical specifications of the LV

automation products currently available in the market and evaluating them in terms of

suitability to be deployed in LV Engine project.

LV Automation technical specifications - Technical requirements of the controllable circuit

breakers, linkbox switches and interfaces required for integration within SPEN IT/OT system.

Trial site information packs – The information gathered from each trial sites, including the

CAD drawing, location specific information, existing connection arrangement, loading

conditions, equipment/plant required etc have been reported under dedicated report for

each trial site.

These documents can be made available to interested parties upon request, in line with SP Energy

Networks Data Sharing Policy.


34

2.4 Project Issues

The project continues to progress well and is expected to be completed as specified in Project

Direction (December 2022).

The key current project issue of note is a non-material delay (approx. 20 weeks) associated with the

SST manufacturing partner procurement exercise. The team has worked with the SST supplier to set

an aggressive project programme to avoid any material change in the project. In addition, non-

dependant work in the trial site development has been accelerated to improve the progress. The

success of this strategy will be reported in the next reporting period.

The delay allowed SPEN to ensure the tender process was completed as per competitive tendering

company policy and extract the best value for the customers from the tender. In particular

negotiations over terms and conditions with short listed project partners were time-consuming.

We believe the value of accepting the delay to ensure the quality of the process and its outcome will

be recognised as the project progresses. As a result, the project team is satisfied that the

procurement process was carried out in a manner which resulted in a successful, highly competitive

tender which has delivered value for the customer.

In addition, unsuccessful candidates have stated that they will use the learning from the exercise to

pursue developing a Smart Transformer through alternative sources of funding, due to the alignment

with their strategy. The LV Engine team welcomed this development, and have looked to keep these

manufacturers involved as project stakeholders to ensure that the project learning will maximise the

development of the technology.

The primary causes for the delay are:

Market Engagement – We engaged with a total of nine manufacturers prior to the release of

the ITT. While the engagement delivered high value (seen in the technical specification and

tender outcome), the engagement took a significant amount of time and effort to hold

multiple bi-lateral conversations.

Manufacturer Responses – Due to the tender being for a product yet to be designed, there

were a number of queries which arose during the tendering process, which were answered

through the procurement governance process. Furthermore, we allowed an extension of

two weeks beyond the original deadline for initial proposal submission to accommodate a

request made from tenderers.

Technical Evaluation – During the technical evaluation of submissions, there was a number

of queries raised by the LV Engine team which required a series of conversations with each

tenderer, in line with Iberdrola procurement policy. In addition, following interview sessions

there was a second series of conversations to close out technical queries before providing

final indications of technically compliant bids.

Terms & Conditions negotiation – As the terms were dealt with on a competitive basis with

all technically compliant tenderers, there was a significant amount of effort expended to

deal with all term changes and clarifications.


35

To reduce the impact on the long-term project objectives and avoidance of any Material Change, we

will be incorporating the following measures in the next reporting period:

Accelerate the work unaffected by the delay, primarily the trial sites preparation. We have

set ourselves an accelerated target to conduct all site preparation works and commissioning

of LV Automation system concluded by the end of 2020 Ensuring no delay will be seen in this

process.

Pursuing an aggressive delivery schedule (agreed with our SST partner) to optimise our time

during the detailed design and manufacturing phase of the SST.

Preparation of the test plans for network integration testing (work package 4) and placing

the contract with the capable facility in 2020. That will allow all the logistics and preparation

take place in 2020.

At this moment, there is no concern that the above reported issue will impact the ability for the LV

Engine project to be successfully delivered by December 2022 or that a Material Change has been

realised as a result. The only additional impact we foresee at this stage is an impact on the delivery

of Deliverable 3 in September 2020 which will be reported on in further detail in the next reporting

period.


36

2.5 Outlook to the next reporting period

In the next reporting period, the project critical path will be:

- To progress the detailed design of the Solid State Transformer and begin the manufacturing

of the designs (WP3)

- To significantly progress in site preparation works (WP5)

Furthermore, the following progress is planned in the next reporting period under different work

packages:

Work Package 2 – Partner Selection Procurement

To conduct and conclude the procurement process for selection of Intelligent Control System partner

To conduct and conclude the procurement process for selection of LV Automation equipment

Work Package 3 – Design and Manufacturing of SST

To review and update the SST technical specification with the SST manufacturing partner where required

To finalise the detailed design of Solid-State Transformer in collaboration with SST manufacturing partner

To develop the first prototype of SST for both topologies which will be mainly used by EGB to test the performance and inform the final product development

To conduct the life cycle assessment of the Solid-State Transformer

Work Package 4 – Network Integration testing

Finalise the network integration testing specifications and test procedure

Conduct market research to identify suitable network integration facility to deliver Work Package 4

Work Package 5 – Live Trials

Complete the data analysis of the sites, load flow and protection grading studies;

Install and commission and operate the LV Automation in Wrexham trial site;

Liaise with councils to implement the LV Engine scheme 4 and 5 for EV charging in the car

parks located near the trial sites;

Confirm availability of LV DC infrastructure technologies and further investigate use within

the DC scheme sites.

Work Package 7 – Dissemination


37

Organise and hold a UK DNO workshop to share the lessons learnt and obtain feedback on design of solid state transformer and LVDC technology

Organise and hold a seminar for wider audiences (Academic, industry etc) to raise awareness about LV Engine progress and technology development

Prepare technical papers for relevant conferences and articles

Share lessons learnt in LCNI conference or any other relevant event

Continue to share the project progress and lessons learnt with stakeholders within SPEN


38

3 Business Case Update There has been no reported change to the Business Case submitted in the Full Submission Proposal

(FSP) during the reporting period.


39

4 Progress against plan

4.1 Key achievements and project highlights

4.1.1 Trial site developments

As referenced in section 2.2.4, after a thorough site selection process we have focused on three

specific sites for AC schemes and two sites for DC schemes. We have applied monitoring at multiple

key trial sites and developed load flow models to assess any required works to enable the site to be

ready for installation.

4.1.2 DC Customer Connections

As referenced in section 2.1.3, we have secured a DC customer at Falkirk Stadium which is currently

under development. A connection agreement has been made with Falkirk City Council and the

preparatory electrical and civil works will commence in 2020.

4.1.3 SST Partner

As reference in section 2.1.1, we have successfully procured our project partner, EGB to deliver the

detailed design for the solid state transformer, then to build and test both Topology 1 and

Topology 2.

4.2 Project Issues

As per the discussion in sections 2.4, 2.1.1, and 2.2 the progress against the project plan is delayed

by approximately 20 weeks due to the described delay surround the procurement of the Solid State

Transformer partner.

Through an aggressive project programme, we anticipate that we will remedy this delay in the

upcoming project period (2020/21). In addition, we have accelerated our SCS procurement, trial site

developments and network integration work to provide additional compensation.

4.3 Key activities planned for upcoming reporting period (2020/21)

4.3.1 Trial Site Developments

- Wrexham: LV Automation scheme will be implemented together system integration into

SPEN real time system. The work will also include purchasing and installation of switchgears,

linkboxes and cables to significantly progress in site preparation.

- Falkirk: We will progress the enabling works and site preparation works to ensure that the

site is fully prepared for installation by the end of 2020.

- In each case, we foresee some dependencies on existing site and enabling works as part of

business as usual activities. We will look to mitigate possible delays by assigning key contact

points between the project delivery team and local support who will have key

responsibilities for monitoring and managing the works.


40

4.3.2 Solid State Transformer – Detailed Design

With an accelerated project programme, the project delivery team will be continuing to work closely

with EGB to maximise successful delivery. Detailed design work and SST prototyping will be the key

activities planned in 2020.

4.3.3 Network Integration Testing

Building on the SST network integration test specification developed in 2019, we aim to identify a

suitable network integration facility and update the testing specification where necessary in

collaboration with our SST manufacturing partner.

4.3.4 Dissemination

The project delivery team has a planned dissemination programme, aligning with UKPN’s “Active

Response” project, as part of partnership, to co-ordinate the sharing of applied Power Electronics.

This includes presentations at the key conferences such as the LCNI, submitting papers within

academic forums and holding DNO workshops to specifically target key findings to facilitate the

rollout of the project (this will also be done in co-ordination with UKPN).


41

5 Progress against budget [CONFIDENTIAL]


42

6 Project Bank Account A dedicated bank account was made available by SPD and SPM to act as the Project Bank Account in

to which NGET, as the GBSO, deposited the appropriate project funds through 12 monthly transfers

in the Regulatory Year such that the total amount transferred equals the net amount set out in the

Funding Direction. This has been received in full.


43

7 Project Deliverables The project deliverables set out in the Project Direction links with the Project Milestones and the

identified targets directly. This project deliverables can be used to check the progress of the project

delivery and position the progress against the original proposal.

Table 2 shows a summary of the LV Engine deliverables defined in the Project Direction.

Table 2: LV Engine project deliverables

Reference Project Deliverable Deadline Comment

1

Technical specification of SST and functional specification of the LV Engine schemes’ including relevant control algorithms

10/12/18

Completed - This deliverable is now completed and submitted to Ofgem within deadline

2 Detailed technical design of SST by the manufacturer and life cycle assessment

22/12/19 In Progress – This deliverable will be prepared in collaboration with SST manufacturing partner

3 Manufacture SSTs for LV Engine schemes

11/01/21 Not started – This deliverable will be prepared in collaboration with SST manufacturing partner

4 Complete network integration tests

28/09/20

In progress – This deliverable will be prepared in collaboration with Network Integration Test Facility provider

5 Establish the system architecture of LV Engine schemes

20/06/21

In Progress – This deliverable will be prepared in collaboration with Intelligent and control system partner and internal SPEN IT & real-time system team

6 Demonstrate the functionalities of SST

20/06/22 Not Started

7 Best operational practices of SSTs 07/11/22 Not Started

8 Identify a trial site for replicating LV Engine solution within UK Power Networks

26/09/22 Not Started

N/A Comply with knowledge transfer requirements of the Governance Document.

End of project

Not Started

SPEN confirm that adequate resources for project management and project delivery have been

planned for upcoming deliverables. Resources are available internally in different parts of SPEN

organisation and also additional supports will be provided by our project partners.


44

8 Data access details The Publically Available Data Sharing Policy is available via SPEN’s website:

www.spenergynetworks.co.uk/pages/lvengine.aspx

http://www.spenergynetworks.co.uk/pages/lvengine.aspx


45

9 IPR LV Engine complies with the Ofgem default position regarding the IPR ownership and no further IPR

has been generated or is expected to be generated.


46

10 Risk Management [CONFIDENTIAL]


47

11 Accuracy Assurance Statement I therefore confirm that processes in place and steps taken to prepare the PPR are sufficiently robust

and that the information provided is accurate and complete.

Signature: __________________

Name (Print): __________________

Title: __________________

Date: __________________

Signature: __________________

Name (Print): __________________

Title: __________________

Date: __________________


48

12 Material Change Information None to report


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13 Other

[This section is currently intentionally blank]

lv engine project progress report january 2020 · 2020. 9. 1. · lv engine project progress report...

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